Hydraulic system for an automatic transmission of a motor vehicle

ABSTRACT

A hydraulic system for an automatic transmission of a motor vehicle, with which the hydraulic cylinders of at least one clutch and of gear selectors can be actuated, which hydraulic system has a pressure accumulator for providing an accumulator pressure in the hydraulic system. A gear selector valve that can be controlled by an electronic control unit is arranged in at least one gear selector path leading from the pressure accumulator to the gear selector hydraulic cylinder, with which valve the hydraulic pressure at the gear selector hydraulic cylinder can be adjusted, and a charging hydraulic pump which conveys hydraulic fluid into the hydraulic system in a charging process, in order to increase an accumulator pressure in the hydraulic system.

FIELD

The invention relates to a hydraulic system for an automatictransmission, more particularly a dual-clutch transmission, of a motorvehicle, and a method for diagnosing components in such a hydraulicsystem.

BACKGROUND

In a dual-clutch transmission, two sub-transmissions enable fullyautomatic gear changes without any interruption of tractive power.Torque is transmitted via one of two clutches, which connects the twosub-transmissions to the drive. The clutches and the gear selectors forengaging the gears are actuated via hydraulic cylinders, which arecontrolled hydraulically via a hydraulic system.

From DE 10 2014 003 083 A1 a generic hydraulic system is known, whichhas a pressure accumulator for supplying an accumulator pressure in thehydraulic system. A control valve is arranged in a coupling pathextending from the pressure accumulator to the clutch-hydrauliccylinder, which control valve may be actuated by an electronic controlunit, and with which the hydraulic pressure applied to the clutchhydraulic cylinder may be adjusted. The control unit is preferablyassigned a pressure sensor (DE 10 2013 003894 A1), with which thehydraulic pressure applied to the clutch hydraulic cylinder can bedetected. In addition, the hydraulic system has a charging hydraulicpump, which delivers hydraulic fluid in the hydraulic system in onecharging operation in order to increase the accumulator pressure.

The pressure accumulator of the hydraulic system can be structured as apiston-cylinder unit which has an oil chamber connected to the clutchpath and a preloaded pressure piston, to which a preload pressure isapplied. The preloading is achieved, for example, by a gas pressure oralternatively by a spring. When the oil chamber is completely drained,the pressure piston is pressed with a preload force against a mechanicalstop in the pressure accumulator. In such a completely drained state,the clutch path is not pressurized. Rather, in this case ambientpressure prevails in the clutch path. In the prior art, complex sensorsystems are required to detect a malfunction of the pressureaccumulator, for example, a reduction in gas pressure due to gasleakage.

A relevant parameter for the functioning of the pressure accumulator isthe maximum accumulator volume or the actual accumulator volume that canbe stored in the pressure accumulator. If necessary, the oil absorptioncapacity of the accumulator can be greatly reduced—despite a plausibleaccumulator preload pressure—for example due to pressure piston jamming.In this case, the actual storage volume may differ significantly fromthe reference storage volume indicated in the accumulator specification(i.e., the design memory volume).

The object of the invention is to provide a hydraulic system in whichthe operational reliability of the pressure accumulator can be ensuredwith reduced sensor system complexity.

SUMMARY

According to the disclosure, a storage volume diagnosis can be carriedout by using the diagnostic module. In the storage volume diagnosis, thepressure accumulator is first filled completely with hydraulic fluid ina diagnostic charging operation. Subsequently, one of the gear-selectorhydraulic cylinders is selected as the reference hydraulic cylinder bythe diagnostic module. It is actuated during a diagnostic time interval,whereby hydraulic-fluid withdrawal takes place, which results inintermittent actuation of the reference hydraulic cylinder (i.e.,displacement volume) and hydraulic system leakage. The referencehydraulic cylinder is actuated during the diagnosis time interval untilan ambient pressure prevails in the hydraulic system due to theassociated removal of hydraulic fluid. At ambient pressure, the oilchamber in the pressure accumulator is completely drained, i.e., thepressure piston is pressed with a preload force against a stop of thepressure accumulator.

The diagnostic module has an evaluation unit, which determines the abovehydraulic fluid removal and compares it with a reference accumulatorvolume. If a significant deviation is found, an accumulator volume faultis diagnosed.

In one technical implementation, the reference hydraulic cylinder may beequipped with a position sensor, which detects the piston traveldistances occurring in the reference hydraulic cylinder during gearselector actuations. During the accumulator volume diagnosis, thediagnostic module can integrate the piston travel distances to obtain atotal travel distance, and then use this total to calculate thehydraulic fluid removal (i.e., the displacement volume) associated withthe gear selector actuations.

In one simple embodiment variant, the existence of ambient pressure inthe hydraulic system can be detected with the aid of the position sensoras follows: When the ambient pressure is reached in the hydraulicsystem, the reference hydraulic cylinder is no longer pressurized by anactuating pressure that leads to a piston displacement. The positionsensor therefore detects that no further piston travel is occurring inthe reference hydraulic cylinder. From this, the diagnostic moduleconcludes that the ambient pressure has been reached and the diagnosistime interval has ended. In the above accumulator volume diagnosis, inaddition to the removal of hydraulic fluid resulting from the actuationof the reference hydraulic cylinder (hereinafter referred to asdisplacement volume), the removal of hydraulic fluid associated withconstant hydraulic system leakage must be considered. This canpreferably already be stored in the diagnostic module from previousmeasurements and/or diagnoses.

In addition to the aforementioned reference gear selector path, thehydraulic system has at least one clutch path which extends from thepressure accumulator to the clutch hydraulic cylinder and wherein aclutch valve that can be controlled by the electronic control unit ispositioned. The clutch valve can be used to adjust the hydraulicpressure applied to the clutch hydraulic cylinder. The electroniccontrol unit is also assigned a pressure sensor, which can detect thehydraulic pressure applied to the clutch hydraulic cylinder.

During the accumulator volume diagnosis, both the above-described clutchpath and the reference gear selector path leading to the referencehydraulic cylinder can be pressurized with the actual accumulatorpressure prevailing in the hydraulic system. The actual accumulatorpressure profile can thereby be detected during the accumulator volumediagnosis in a metrologically simple manner. In addition, with thishydraulic system structure, the leakage behavior of the clutch path andof the reference gear selector path can be carried out using thepressure sensor located in the clutch path. In contrast to the referencehydraulic cylinder, which is located in the reference gear selectorpath, the hydraulic cylinders of the other gear selector paths aredecoupled from the accumulator pressure, i.e., they are not pressurizedby an accumulator pressure.

The gear selector path diagnosis can preferably be carried out as afollow-on diagnosis following a preload pressure diagnosis. In thatcase, the accumulator volume diagnosis can be performed only under thecondition that in the preceding gear selector path diagnosis, at leastone non-malfunctioning gear selector has been identified, which can beused as a reference gear selector in the accumulator volume diagnosis.

It is possible for the aforementioned gear selector path diagnosis to becarried out using the diagnostic module, in which case the diagnosticmodule, using the pressure sensor located in the above at least oneclutch path, checks the leakage behavior in the respective gear selectorpath. The gear selector path diagnosis can preferably be carried out asa follow-on diagnosis following the aforementioned clutch pathdiagnosis. The gear selector path diagnosis is preferably carried outsolely under the condition that at least one clutch path with fault-freeleakage is identified in a preceding clutch path diagnosis, which willbe described later. In that case, the pressure sensor in the clutch paththat is identified as fault-free (hereinafter referred to as thereference clutch path) is used for the subsequent gear selector pathdiagnosis.

For the gear selector path diagnosis, the diagnostic module opens theclutch valve located in the reference clutch path so that the pressuresensor located in the reference clutch path can detect an actualaccumulator pressure profile. The diagnostic module also opens apressure control valve located in a connecting line leading to the gearselectors, in order to establish a pressure connection between thepressure sensor located in the reference clutch path and the gearselector valve located in the gear selector path.

In a first diagnostic step, a diagnostic charging operation isperformed, in which the actual accumulator pressure detected by thepressure sensor is increased to an upper threshold value, at which thehydraulic charge pump is switched off. Once the diagnostic chargingoperation is completed, a third analysis unit can detect a pressuregradient of the accumulator pressure profile via the pressure sensor,which it can compare with a reference pressure gradient and analyzewhether a fault-free or a faulty pressure decrease (i.e., gear selectorleakage) is present in the accumulator pressure profile.

In one technical implementation, the hydraulic system can comprise aplurality of gear selector paths connected to one another in parallel,in each of which a gear selector valve is located, which can be adjustedbetween a closed valve position and two flow-through valve positions.

In such a configuration, the gear selector path diagnosis can beperformed for each of the flow-through valve positions separately in thegear selector path to be tested, and analyzed to identify faults. Incontrast, all the gear selector valves in the gear selector paths notbeing tested are switched to the closed valve position, in order toincrease measuring accuracy in the gear selector path being tested.

The aforementioned detection of the pressure gradient in the accumulatorpressure profile is carried out within a measuring time interval. Thestart time of said interval is preferably immediately after completionof the diagnostic charging operation. During measurement of the pressuregradient, the actual accumulator pressure at the start time and at themeasurement end time of the measuring time interval is also detected.Based upon these two absolute pressure values, if a sufficiently largeaccumulator pressure differential between the start time and the endtime exists, the diagnostic module can make a fault-free diagnosis.

The pressure accumulator of the hydraulic system can be structured as apiston-cylinder unit which has an oil chamber connected to the clutchpath and a preloaded pressure piston, to which a preload pressure isapplied. The preloading is achieved, for example, by a gas pressure oralternatively by a spring. When the oil chamber is completely drained,the pressure piston is pressed with a preload force against a mechanicalstop in the pressure accumulator. In such a completely drained state,the clutch path is not pressurized. Rather, in this case ambientpressure prevails in the clutch path. In the prior art, complex sensorsystems are required to detect a malfunction of the pressureaccumulator, for example, a reduction in gas pressure due to gasleakage.

The gear selector path diagnosis can preferably be carried out as afollow-on diagnosis following a preload pressure diagnosis and/or aclutch path diagnosis.

In light of the above, the diagnostic module can preferably be used tocheck the preload pressure of the pressure accumulator. For thispurpose, at least one or more reference values that represent areference accumulator pressure profile over time during a chargingoperation are stored in the diagnostic module. For the pressureaccumulator diagnosis, a charging operation is performed, in which theclutch valve located in the clutch path is opened all the way, so thatthe pressure sensor can detect an actual accumulator pressure profileover time during the charging operation. To analyze the actualaccumulator pressure profile over time, the diagnostic module has ananalysis unit, with which a pressure accumulator fault can be diagnosedif a significant deviation is detected between the reference accumulatorpressure profile and the actual accumulator pressure profile.

For the pressure accumulator diagnosis, the charging operation isperformed at a constant charging speed of the hydraulic charge pump. Theclutch path is thereby filled with hydraulic fluid, specifically until apreload pressure time at which the hydraulic pressure detected by thepressure sensor (i.e., the actual accumulator pressure) is as great asthe (actual) preload pressure of the pressure accumulator. As thecharging operation continues, the oil chamber of the pressureaccumulator is filled starting from the preload pressure time,specifically with displacement of the pressure piston and with a furtherincrease in the actual accumulator pressure.

Such a charging operation results in a characteristic time-charge curve.This curve can extend between a diagnosis start time, at which thepressure accumulator oil chamber is completely drained, and theaforementioned upper threshold value, and can be used for the pressureaccumulator diagnosis as follows: The time-charge curve (i.e., theactual accumulator pressure profile) has a steep pressure gradient untilthe preload pressure time is reached, and has a dramatically reducedpressure gradient in comparison after the preload pressure time. If thepressure accumulator is functioning properly, the actual preloadpressure detected at the preload pressure time will coincide with thestructural interpretation of the pressure accumulator preload pressurewhich is stored in the diagnostic module, taking into account the strongtemperature dependency.

In the analysis unit of the diagnostic module, the actual accumulatorpressure detected by the pressure sensor at the preload pressure time iscompared with the predefined reference preload pressure of the pressureaccumulator. If a significant deviation between the two values is found,an implausible preload pressure in the pressure accumulator will bedetermined.

As was already mentioned above, diagnosis is started under thediagnosis-starting condition that the oil chamber of the pressureaccumulator is fully drained and an ambient pressure prevails in thehydraulic system. To achieve this diagnosis-starting condition, at leastone hydraulic cylinder of the clutch and/or the gear selector isactuated in advance until, as a result of the removal of hydraulic fluidassociated with the hydraulic cylinder actuation, the actual accumulatorpressure detected by the pressure sensor is reduced to ambient pressure.In that case, the pressure accumulator oil chamber is also automaticallycompletely drained.

To determine the preload pressure time, the analysis unit can analyzeand compare the pressure gradients over time before and after thepreload pressure time, and can use the result of this comparison tocalculate the preload pressure time or to determine whether or not apressure accumulator fault exists.

A dual-clutch transmission has two clutches, which are connected to thepressure accumulator via substantially identical clutch paths. In thatcase, the above-described pressure accumulator diagnosis can be carriedout twice, specifically as part of a first partial diagnosis using thepressure sensor located in the first clutch path and with the clutchvalve in the second clutch path closed, and as part of a second partialdiagnosis using the pressure sensor located in the second clutch pathand with the clutch valve in the first clutch path closed. In theanalysis unit, the pressure accumulator diagnosis is verified by acomparison of the first and second partial diagnoses. If identicalpressure accumulator faults are found in the first and the secondpartial diagnosis, the analysis unit will diagnose a pressureaccumulator fault. In contrast, if different fault results are found inthe two partial diagnoses, the analysis unit will diagnose a fault(i.e., a leak, for example) in one of the two clutch paths.

In a further embodiment, the diagnostic module can additionally carryout its own clutch path diagnosis, which follows the preload pressurediagnosis immediately as a follow-on diagnosis. For the clutch pathdiagnosis, the diagnostic charging operation carried out during thepreload pressure diagnosis is continued until a maximum accumulatorpressure (i.e., the upper threshold value) is reached, and is endedthere at a switch-off time. When the charging operation has ended, theanalysis unit compares the further actual accumulator pressure profilewith stored reference values and analyzes whether a fault-free or afaulty, leakage-induced pressure drop is present in the accumulatorpressure profile (detected by the pressure sensor).

It is preferable for the above clutch path diagnosis to be performedonly as long as a fault-free preload pressure in the pressureaccumulator is ensured. Thus, the clutch path diagnosis can preferablybe performed in the diagnostic module only if a fault-free pressureaccumulator preload pressure exists during the preload pressurediagnosis.

The advantageous embodiments and/or refinements of the inventiondescribed above and/or reflected in the dependent claims may be usedindividually or in any desired combination with one another except, forexample, in the case of clear dependencies or incompatible alternatives.

BRIEF DESCRIPTION OF THE DRAWINGS

In the following, the invention and its advantageous embodiments andrefinements along with the advantages thereof will be described ingreater detail with reference to the drawings.

In the drawings:

FIG. 1 is a block diagram of a dual-clutch transmission for a motorvehicle having seven forward gears and one reverse gear;

FIG. 2a shows a block diagram of a hydraulic system of a dual-clutchtransmission and a rough schematic of the structure of a pressureaccumulator;

FIG. 2b shows a block diagram of a hydraulic system of a dual-clutchtransmission and a rough schematic of the structure of a pressureaccumulator;

FIG. 3 is a block diagram showing the program blocks required forpressure accumulator and clutch path diagnosis in a diagnostic module;and

FIG. 4 contains graphs illustrating the pressure accumulator and clutchpath diagnosis;

FIG. 5 is a block diagram showing the program blocks required for gearselector path diagnosis in the diagnostic module;

FIG. 6 contains graphs illustrating the gear selector path diagnosis;

FIG. 7 is a block diagram showing the program blocks required foraccumulator volume diagnosis in the diagnostic module;

FIG. 8 graphs illustrating the accumulator volume diagnosis;

FIG. 9 is a block diagram showing the program blocks required forswitchover timing diagnosis in the diagnostic module;

FIG. 10 is a block diagram showing the program blocks required for valvespread diagnosis in the diagnostic module;

FIG. 11 contains graphs illustrating the profiles over time duringswitchover timing diagnosis and during valve spread diagnosis;

FIG. 12 is a block diagram showing the program blocks required forsafety valve diagnosis in the diagnostic module;

FIG. 13 contains graphs illustrating the profiles over time of relevantparameters during safety valve diagnosis;

FIG. 14 is a block diagram showing the program blocks required fordelivery volume flow diagnosis in the diagnostic module;

FIG. 15 contains graphs illustrating the profiles over time duringdelivery volume flow diagnosis; and

FIG. 16 shows an analysis unit into which the fault signals generated inthe fault memories can be read.

DETAILED DESCRIPTION

FIG. 1 is a schematic diagram of a dual-clutch transmission for a motorvehicle with all-wheel drive. This dual-clutch transmission has sevenforward gears (see circled numerals 1 through 7) and one reverse gearRW. In the following, the dual-clutch transmission will be describedonly insofar as is necessary for an understanding of the invention. Thedual-clutch transmission has two input shafts 12, 14, which are arrangedcoaxially to one another and can be connected to the drive source, forexample an internal combustion engine, alternatingly, via twohydraulically actuated multi-plate clutches K1, K2. Input shaft 14 isembodied as a hollow shaft, in which input shaft 12, embodied as a solidshaft, is guided. The two input shafts 12, 14 drive an axially paralleloutput shaft 16 and an intermediate shaft 18 embodied as a hollow shaftvia gear sets of the forward gears and of the reverse gear. The gearsets of forward gears 1 through 7 each have fixed gears and movablegears that can be shifted via hydraulically actuated gear selectors. Thegear selectors may be dual-synchronizer clutches, for example, each ofwhich is capable of switching two neighboring movable gears from aneutral position.

FIG. 2a shows the hydraulic system of the dual-clutch transmission in ahighly simplified block diagram. The hydraulic cylinders 22, 23 of theclutches K1, K2 and of the gear selectors are actuated by means of thehydraulic system. The hydraulic system has a high-pressure circuit H anda low-pressure circuit N, as shown in FIG. 2a . In the high-pressurecircuit H, the hydraulic cylinders 22, 23 of the clutches K1, K2 and thegear selector connected therein can be pressurized via a pressureaccumulator 25 with an accumulator pressure of p_(S) which can be in theorder of, e.g., 30 bar. For this purpose, a main line 27 connected tothe pressure accumulator 25 leads along clutch paths 30, 31 to theclutch hydraulic cylinders 23 and along gear selector paths 32 to thegear selector hydraulic cylinders 22. Gear selector valves or clutchvalves 30, 31, 32 are positioned in each of the clutch paths and gearselector paths 35, 38. The clutch valves or gear selector valves 35, 38are controllable in a manner not shown via a central control unit 39. Inaddition, the control unit 39 is in signal communication with pressuresensors 34. The pressure sensors 34 detect the hydraulic pressureapplied to the first clutch K1 and to the second clutch K2.

The hydraulic system further comprises a charge pump 53, which isconnected on the input side to an oil sump 55. The charge pump 53 can beactivated by the control unit 39, via an electric motor 57, to chargethe pressure accumulator 25. In addition, the charge pump 53 is arrangedtogether with a cooling pump 59 on a common drive shaft 60, which isdriven by the electric motor 57. The cooling pump 59 is connected on itsoutput side to a low-pressure line 61, which leads to a distributionvalve 63. When a requirement for cooling exists, the hydraulic fluid canbe conducted to the first and/or to the second clutch K1, K2 andsubsequently back into the oil sump 55, dependent upon the position ofthe distribution valve 63.

In FIG. 2a , the main line 27 of the high-pressure circuit H branchesoff at a branching-off point 65 into a bypass line 67, which isconnected to the low-pressure line 61 of the low-pressure circuit N.Downstream of the branching-off point 65, a check valve 69 ispositioned, which will be described later. Also integrated into thebypass line 67 is an accumulator charging valve 71. The accumulatorcharging valve 71 can be adjusted between the charging position L shownin FIG. 2a and a cooling position K, depending upon the level of theaccumulator pressure p_(S) in the high-pressure circuit H.

The accumulator pressure p_(S) in the high-pressure circuit H acts as acontrol pressure, with which the accumulator charging valve 71 can beadjusted without additional external energy, i.e. automatically. Theaccumulator charging valve 71 is designed to move into the chargingposition L, for example when the accumulator pressure p_(S) in thehigh-pressure circuit H falls below a lower threshold value, for example25 bar. In addition, the accumulator charging valve 71 is automaticallyshifted into its cooling position K when the accumulator pressure p_(S)exceeds an upper threshold value p_(max), for example 28 bar.

During driving operation, actuations of the clutches K1, K2 and of thegear selectors G1 to G4 result in pressure losses. In addition, furtherpressure losses occur due to basic leakage in the high-pressure circuitH, i.e. due to leakage resulting from valve gaps or the like. As aresult, the accumulator pressure p_(S) is reduced during drivingoperation. If the accumulator pressure p_(S) should fall below the lowerthreshold value p_(min) (i.e., if a requirement to charge the pressureaccumulator exists), the accumulator charging valve 71 willautomatically move to its charging position L (FIG. 2). Upon detectionof the requirement to charge the pressure accumulator, the control unit39 will activate the electric motor 57 to a target charging speed. Thisenables the hydraulic charge pump 53 to charge the pressure accumulator25. In such a charging operation, the hydraulic charge pump 53 operatesunder a high pump load and therefore at a correspondingly high actualcurrent consumption I_(max) (FIG. 11). When the accumulator pressure pSexceeds the upper threshold value p_(max) (FIG. 11), i.e. when arequirement to charge the pressure accumulator no longer exists, theaccumulator charging valve 71 automatically moves into its coolingposition K. In the cooling position K, the hydraulic charge pump 53delivers hydraulic oil via the now opened bypass line 67 into thelow-pressure circuit N. At the same time, the high-pressure circuit H isclosed in a pressure-tight manner via the check valve 69. Accordingly,the hydraulic charge pump 53 is no longer operating at a high pump load,but at a reduced pump load and also at a correspondingly reduced actualcurrent consumption I_(min) (FIG. 11).

As mentioned above, upon detection of a requirement to charge thepressure accumulator, the control unit 39 activates the electric motor57 to a target charging speed. For detecting such a requirement tocharge the pressure accumulator, a pressure sensor in the high-pressurecircuit H and a position sensor in the accumulator charging valve 71 aredispensed with according to the invention. Instead, the control unit 39is equipped with an analysis unit. The analysis unit is in signalcommunication with a current measuring device 75, which is integratedinto control of the motor and which detects the actual currentconsumption I_(actual) of the electric motor 57, and with a speed sensor77, which detects the actual rotational speed n_(actual) of the electricmotor 57.

FIG. 2b illustrates the basic structure and the functioning of thepressure accumulator 25. Accordingly, the pressure accumulator 25 is apiston-cylinder unit having an oil chamber 26, which is connected to thehydraulic lines 27, 31, 32, and a preloaded pressure piston 27.Preloading is achieved in this example by means of gas pressure appliedto the pressure piston 27. Alternatively, preloading may be achieved bymeans of a spring. When the oil chamber 26 is completely drained, thepressure piston 27 (indicated in FIG. 2b by a dashed line) is pushedwith a preload force F_(V) against a stop 29 of the pressure accumulator25. This means that during a filling operation, a hydraulic pressurewhich is greater than a preload pressure p_(V) that correlates to thepreload force F_(V) prevails, to overcome the preload force F_(V).

In FIG. 2b , the pressure accumulator 25 is shown in a partially filledstate, in which the hydraulic oil is acting on the pressure piston 27with an accumulator pressure, thereby building up the preload forceF_(V). In the completely drained state, the hydraulic lines 27, 31 arenot pressurized by the pressure accumulator 25. Rather, ambient pressurePU prevails in the hydraulic lines 27, 31, 32. The automatictransmission is ready for operation when all the hydraulic lines 27, 31,32 are filled with hydraulic oil and when the hydraulic pressure in thehydraulic lines 27, 31, 32 is greater than the preload pressure p_(V),specifically by a preset pressure difference, so that the state ofoperational readiness will not be lost again due to basic leakage assoon as the charge pump 53 is switched off.

In FIG. 2a , the control unit 39 includes a diagnostic module 79 withwhich the charging behavior can be checked, more particularly,conditions can be checked to determine whether the actual preloadpressure p_(V) in the pressure accumulator 21 matches a referencepreload pressure p_(VRef) indicated in the specification (i.e.structurally specified). The program blocks required for this areoutlined in FIG. 3. According to said figure, the diagnostic module 79has an analysis unit 80, which compares a temperature-dependent preloadpressure p_(VRef) stored in a characteristic map 83 with an actualaccumulator pressure p_(S)(t_(V)) (FIG. 4), which will be describedlater. The actual accumulator pressure p_(S)(t_(V)) is detected by thepressure sensor 34 at a preload pressure time t_(V), which will bedescribed later. During the diagnostic operation, the clutch valve 35 inone of the clutch paths 30, 31 is constantly open, while the clutchvalve 35 in the other clutch path is closed.

If the pressure accumulator is functioning properly, the actualaccumulator pressure p_(S)(t_(V)) detected at the preload pressure timet_(V) will match the reference preload pressure p_(VRef). In contrast,if a significant preload pressure deviation exists, the analysis unit 80will identify this as a preload pressure fault, which will be stored ina preload pressure fault memory 81 (FIG. 3). If it is determined thatthe pressure accumulator 25 is functioning properly, a further analysisunit 82 (FIG. 4) of the diagnostic module 79 will perform a clutch pathdiagnosis, which will be described later.

In the following, the pressure accumulator diagnosis (i.e., preloadpressure diagnosis) and the clutch path diagnosis will be described inreference to FIGS. 3 and 4: To prepare for pressure accumulatordiagnosis, the oil chamber 26 of the pressure accumulator 25 is drainedcompletely and the actual accumulator pressure p_(S)(t) in the hydraulicsystem is reduced to an ambient pressure p_(U) so that the pressureaccumulator diagnosis can begin at a diagnosis start time t_(S) (FIG.4). The above-described condition for the start of diagnosis is achievedby actuating the hydraulic cylinders 22, 23 of the clutches K1, K2 andthe gear selectors G1 to G4, as indicated in the graph illustratingtravel distance at the top of FIG. 4. Accordingly, the hydrauliccylinders 22, 23 are activated intermittently by supplying power to therespective clutch valves or gear selector valves 35, 38 until, due tothe removal of hydraulic fluid associated with the hydraulic cylinderactuation, the accumulator pressure pS detected by the pressure sensor34 is reduced to the ambient pressure p_(U). The existence of such anambient pressure p_(U) can be detected by the pressure sensor 34.Alternatively, position sensors 93 in the hydraulic cylinders 22, 23 maybe used to determine whether or not the respective hydraulic cylinder22, 23 is still traveling a travel distance s (FIG. 4). If not, it willbe concluded that an ambient pressure p_(U) exists in the hydraulicsystem.

Diagnostic charging operation, in which the hydraulic charge pump 53 isoperated at a constant charging speed n₁ (FIG. 4, lower graph), thenbegins at time t_(S) (FIG. 4). First, for example, the pressure sensor34 located in the first clutch path 31 detects the actual accumulatorpressure profile p_(S)(t), as represented in the middle graph in FIG. 4.As illustrated by said graph, the accumulator pressure p_(S) increasesuntil the preload pressure time t_(v) at which the actual accumulatorpressure p_(S)(t_(V)) detected by the pressure sensor 34 has reached thepressure accumulator preload pressure p_(V).

As was stated above, if the pressure accumulator is functioningproperly, the actual accumulator pressure p_(S)(t_(V)) detected at thepreload pressure time t_(V) (accounting for temperature dependencies)will be identical to a reference preload pressure p_(VRef). If theactual accumulator pressure p_(S)(t_(V)) detected at the preloadpressure time t_(V) is found to deviate significantly from the referencepreload pressure p_(VRef), the analysis unit 80 will diagnose a preloadpressure fault. As diagnostic charging operation continues, after thepreload pressure time tV, the oil chamber 26 of the pressure accumulator25 is filled, specifically by displacement of the pressure piston 27.

As is clear from the middle graph of FIG. 4, during diagnostic chargingoperation the actual accumulator pressure profile p_(S)(t) rises with asteep pressure gradient p₁ until the preload pressure p_(V) is reachedin the pressure accumulator 25 (i.e. up to the preload pressure timet_(V)). Afterward (i.e. after the preload pressure time t_(V)), incontrast, the actual accumulator pressure profile p_(S)(t) rises withonly a shallower pressure gradient {dot over (p)}₂. This characteristiccharging curve for the pressure accumulator 25 is used as follows todetermine the preload pressure time t₂: The analysis unit 80 detects thepressure gradients {dot over (p)}₁, {dot over (p)}₂ of the actualaccumulator pressure profile p_(S)(t). When a significant gradientchange between the pressure gradients {dot over (p)}₁ and {dot over(p)}₂ is detected, the analysis unit 80 identifies this as the preloadpressure time t_(V).

If no preload pressure fault is detected in the above preload pressurediagnosis, this will be followed immediately by the clutch pathdiagnosis: For this purpose, the diagnostic charging operation carriedout during the pressure accumulator diagnosis is simply continued untilthe pressure sensor 34 reaches an upper threshold value p_(max) (FIG. 4,middle graph). In the middle graph of FIG. 4, the upper threshold valuep_(max) lies above the preload pressure p_(V) of the pressureaccumulator 25 by a pressure difference Δp. When the diagnostic chargingoperation is completed, a second analysis unit 82 compares a pressuregradient {dot over (p)}₃ of the actual accumulator pressure profilep_(S)(t) with a reference pressure gradient {dot over (p)}_(ref), whichis stored on a temperature-dependent basis in a characteristic map 84(FIG. 3) in the diagnostic module 79. Based upon this comparison, theanalysis unit 82 determines whether a fault-free or a faultyleakage-induced pressure decrease is present in the actual accumulatorpressure profile p_(S)(t).

It should be emphasized that the clutch path diagnosis is performed onlyif the analysis unit 80 does not detect a preload pressure fault. If thepressure accumulator 25 is fault-free, any faulty leakages can beunambiguously assigned to the clutch path 31. Both during the pressureaccumulator diagnosis and during the clutch path diagnosis, the pressurecontrol valve 36 located in the connecting line 37, which connects themain line 27 to the gear selector paths 32, is closed.

To validate the results obtained in the preload pressure/clutch pathdiagnosis, the diagnostic operation described above in reference to thefirst clutch path 31 can be performed twice, specifically as part of afirst partial diagnosis A using the pressure sensor 34 located in thefirst clutch path 31 and with the clutch valve 35 in the second clutchpath 32 closed. The above diagnostic operation can then be performed aspart of a second partial diagnosis B, specifically with the pressuresensor 34 located in the second clutch path 30 and with the clutch valve35 in the first clutch path 31 closed.

If the same fault is detected in both the first partial diagnosis A andthe second partial diagnosis B, the diagnostic module 79 can diagnose apressure accumulator fault, and can rule out a clutch path fault withhigh probability. If different fault results are obtained, thediagnostic module 79 can detect a leakage fault in one of the two clutchpaths 30, 31.

FIG. 5 is a highly simplified block diagram showing the program blocksof the diagnostic module 79 that are required for a gear selector pathdiagnosis. The gear selector path diagnosis is performed as a follow-ondiagnosis immediately following the clutch path diagnosis (FIG. 3), andspecifically under the condition that at least one clutch path 30, 31 isdiagnosed as having fault-free leakage during the clutch path diagnosis.The pressure sensor 34 of the clutch path 30, 31 that is classified asfault-free (hereinafter referred to as the reference clutch path) isused for the gear selector path diagnosis illustrated in FIGS. 5 and 6.

As is clear from FIG. 5, the diagnostic module 79 has a third analysisunit 85, at the signal input of which an actual accumulator pressurep_(S)(t) detected by the pressure sensor 34 and an actual accumulatorpressure gradient {dot over (p)} are applied. The analysis unit 85checks the leakage behavior of each of the gear selector paths 32separately. Any leakage faults that are detected are stored in the faultmemory 87.

In the following, the gear selector path diagnosis will be described inreference to FIGS. 5 and 6: The diagnostic module 79 begins by openingthe clutch valve 35 located in the reference clutch path 30 in order todetect the actual accumulator pressure profile p_(S)(t). The pressurecontrol valve 36 in the connecting line 37 of the hydraulic system isalso opened, to establish a pressure connection between the pressuresensor 34 located in the reference clutch path 30 and the gear selectorpaths 32. A diagnostic charging operation is then performed byactivating the hydraulic charge pump 53. During the diagnostic chargingoperation, the actual accumulator pressure p_(S)(t) is increased up tothe upper threshold value p_(max) (FIG. 6) at the end time t_(off). Whenthe diagnostic charging operation has ended, i.e. at the end timet_(off) (FIG. 6), the pressure sensor 34 detects a pressure gradient{dot over (p)}_(K+G) of the accumulator pressure profile p_(S)(t) duringa measurement time interval Δt_(M). The analysis unit 85 compares thepressure gradient {dot over (p)}_(K+G) with a reference pressuregradient p_(ref) and analyzes whether a fault-free or a faulty pressuredecrease (i.e. a gear selector leak) is present in the accumulatorpressure profile p_(S)(t).

As shown in FIG. 2a , each of the gear selector valves 35 located in thegear selector paths 32 can be adjusted between a closed valve position Sand two flow-through valve positions D1, D2. The gear selector pathdiagnosis is performed for each of the flow-through valve positions D1and D2 separately in the gear selector path 32 to be tested. This meansthat in each gear selector path 32, the gear selector diagnosis iscarried out both with the gear selector valve 38 in the firstflow-through valve position D1 and with the gear selector valve 38 inthe second flow-through valve position D2. In contrast, the gearselector valves 38 in the remaining gear selector paths 32 remainswitched to the closed valve position S, in order to increase measuringaccuracy in the diagnosis of the gear selector path 32 being tested. Thepressure gradient {dot over (p)}_(K+G) detected in the measurement timeinterval Δt_(M) by the pressure sensor 34 therefore reflects thecollective pressure decrease both in the reference clutch path 30 and inthe gear selector path 32 being tested, the gear selector valve 38 ofwhich is switched to one of the two flow-through positions D1, D2.

The reference pressure gradient p_(ref) is read out from acharacteristic map database, e.g. from the characteristic map database83 already shown in FIG. 3. In this case, the readable referencepressure gradient pref would correspond to a fault-free basic leakage ofthe reference clutch path 30. In the analysis unit 85, in addition tothe detection of the pressure gradients p_(K+G), absolute pressurevalues are also detected, i.e. the actual accumulator pressurep_(S)(t_(start)) at the start time t_(start) and the actual accumulatorpressure p_(S)(t_(end)) at the measurement end time tend of themeasurement time interval ΔtM. In this case, if the conditions are metthat, first, there is a sufficiently large accumulator pressuredifference between the start time t_(start) and the end time tend, andsecond, the pressure gradient {dot over (p)}_(k+G) is equal to thereference pressure gradient {dot over (p)}_(ref), the analysis unit 85will diagnose a fault-free gear selector path 32.

FIG. 7 is a highly simplified block diagram showing the program blocksof the diagnostic module 79 that are required for an accumulator volumediagnosis. The accumulator volume diagnosis is performed as a follow-ondiagnosis immediately following the gear selector diagnosis (FIGS. 5 and6), specifically under the condition that in the gear selectordiagnosis, at least one gear selector path 32 of gear selectors G1 to G4has been diagnosed as fault-free and can thus be used as a referencegear selector path in the accumulator volume diagnosis.

As is clear from FIG. 7, the diagnostic module 79 has an analysis unit89 which, in a comparator block 97, compares a hydraulic fluid removalV_(E) determined during the accumulator volume diagnosis with areference accumulator volume V_(ref). If a significant deviation isfound, an accumulator volume fault is diagnosed, which is stored in thefault memory 91. The reference accumulator volume V_(ref) can be readout from an accumulator volume characteristic map in a database, inwhich the reference values are stored on a temperature-dependent basis.

As is further clear from FIG. 7, the analysis unit 89 is in signalcommunication with a position sensor 93 of the gear selector hydrauliccylinder 22 located in the reference gear selector path 32. During theaccumulator volume diagnosis, the gear selector valve 38 in thereference gear selector path 32 is actuated, and the position sensor 93detects the travel distances Δs of the gear selector hydraulic cylinder22. These are integrated in a travel distance integrator 95 to obtain atotal travel distance s_(total). In a converter block 96, the totaltravel distance s_(total) is converted to a total displacement volumeV_(S). To the total displacement volume V_(S), a hydraulic fluid leakagevolume V_(L) that flows out during the accumulator volume diagnosis isadded. The resulting hydraulic fluid removal V_(E) is guided to theaforementioned comparator block 97.

The accumulator volume diagnosis is performed as follows: In the storagevolume diagnosis, the pressure accumulator 25 is first filled completelywith hydraulic fluid in a diagnostic charging operation. The diagnosticcharging mode is a blind charging operation which takes place for acertain amount of time t. The reference hydraulic cylinder 22 is thenactuated intermittently within a diagnosis time interval Δt_(D),beginning at a start time t_(start) (which in FIG. 8 coincides with theswitch-off time toff) and continuing until, as a result of the leakagevolume V_(L) and the displacement volume V_(S) removed from thehydraulic system, an ambient pressure p_(U) is present in the hydraulicsystem. Rather than being measured via a pressure sensor, the ambientpressure p_(U) is detected indirectly in the diagnostic module 79,specifically at the end time tend (FIG. 8) of the diagnosis timeinterval Δt_(D), when, despite the flow-through valve position D1, D2 ofthe reference control valve 35, the position sensor 93 no longer detectsany further travel distance Δs.

During the pressure accumulator volume diagnosis, one of the clutchpaths 30, 31 as the reference clutch path, along with the reference gearselector path 32 that leads to the reference hydraulic cylinder 22, ispressurized by the accumulator pressure p_(S) prevailing in thehydraulic system. In contrast, the hydraulic cylinders 22 of the othergear selector paths 32 and of the other clutch path are decoupled fromthe accumulator pressure p_(S).

The leakage volume V_(L) can be determined based upon the pressuregradients in the clutch path 30 and at the reference gear selector 22,detected during the preceding diagnoses (e.g. the pressure gradient {dotover (p)}_(K+G) from the gear selector path diagnosis according to FIGS.5 and 6). The pressure gradient {dot over (p)}_(L) is multiplied in theanalysis unit 89 by the diagnosis time interval Δt_(D). The resultingpressure difference Δp_(L) is converted in a converter 98 to the leakagevolume V_(L).

FIG. 9 is a highly simplified block diagram showing the program blocksof the diagnostic module 79 that are required for a switchover timingdiagnosis of the accumulator charging valve 71. The switchover timingdiagnosis is performed as a follow-on diagnosis immediately followingthe accumulator volume diagnosis (FIGS. 7 and 8), under the conditionthat a plausible accumulator volume of the pressure accumulator 25 wasdiagnosed in the accumulator volume diagnosis.

As is clear from FIG. 9, the diagnostic module 79 has an analysis unit105 with which, as part of the switchover timing diagnosis, a check ismade to determine whether a first switchover time t_(U1), at which theaccumulator charging valve 71 switches automatically from its chargingposition L to its non-charging position K, and a second switchover timet_(U2), at which the accumulator charging valve 71 switchesautomatically from its non-charging position K to its charging position,are plausible. For this purpose, the analysis unit 105 determineswhether, at the first switchover time t_(U1), the actual accumulatorpressure p_(S)(t) is within range of the upper pressure threshold valuep_(max). In addition, the analysis unit 105 determines whether at thesecond switchover time t_(U2), the actual accumulator pressure p_(S)(t)is within range of the lower pressure threshold value p_(min).

For detecting the two switchover times t_(U1) and t_(U2), the currentmeasuring device 75 of the electric motor 57 is used. The currentmeasuring device 75 detects the actual current consumption I(t) of theelectric motor 57. In this operation, the time of a change from a highcurrent consumption I_(max) to a low current consumption I_(min) isdefined by the control unit 39 as the first switchover time t_(U1). Thetime of a change from the low current consumption I_(min) to the highcurrent consumption I_(max) is defined as the second switchover timet_(U2).

To detect the actual accumulator pressure p_(s)(t), the clutch pathpressure sensor 34 is used. In FIG. 11, its measuring range Δp_(meas) ofsaid sensor (FIG. 11) lies outside of, i.e. below the pressure thresholdvalues p_(max) and p_(min). Thus, a detection of the actual accumulatorpressure p_(S) immediately at the two switchover times t_(U1) and t_(U2)is not possible because the actual accumulator pressure at the twoswitchover times lies outside of the measuring range Δp_(meas).

In FIG. 9, the actual accumulator pressure p_(S)(t) is determined at theswitchover times t_(U1) and t_(U2) by estimation, specifically with theaid of an extrapolation block 107. In the extrapolation block 107, basedupon measured pressure values pa(ta) and p_(b)(t_(b)) in the accumulatorpressure profile that are within the pressure sensor measuring range(Δp_(meas)), a time frame Δt_(target) is estimated. If the accumulatorcharging valve is operating properly, the first switchover time t_(U1)will lie within the time frame Δt_(target). In FIGS. 9 and 11, the timeframe Δt_(target) is bounded by the two times t₁ and t₂. In thesubsequent comparator block 108, it is determined whether the firstswitchover time t_(U1) lies within or outside of the time frameΔt_(target). If the first switchover time t_(U1) lies outside of thetime frame Δt_(target), a fault will be diagnosed, which will be storedin the fault memory 109.

FIG. 9 shows only a partial diagnosis in the program blocks, in which acheck is made to determine whether or not the first switchover timet_(U1) lies within the time frame Δt_(target). In the same manner, theanalysis unit 105 checks to determine whether or not the secondswitchover time T_(U2) lies within an estimated time frame.

FIG. 10 is a highly simplified block diagram showing the program blocksof the diagnostic module 79 that are required for a valve spreaddiagnosis. The valve spread diagnosis is performed as a follow-ondiagnosis immediately following the switchover timing diagnosis (FIG. 9)under the condition that at least one plausible switchover time t_(U1)of the charging accumulator valve 71 has been identified in theswitchover timing diagnosis.

In FIG. 10, the diagnostic module 79 has an analysis unit 99 which, in avalve spread diagnosis, determines the actual valve spread Δp_(actual)between the lower pressure threshold value pmin and the upper pressurethreshold value p_(max). A comparator block 101 of the analysis unit 99compares the actual valve spread Δp_(actual) with a target valve spreadΔ_(pref). If a significant deviation is found, a fault is diagnosed andis stored in the fault memory 103.

To determine the actual valve spread Δp_(actual), the analysis unit 99defines a diagnosis time interval Δt_(D). The diagnosis time intervalΔt_(D) begins at the first switchover time t_(U1) and ends at thesubsequent second switchover time t_(U2). Within the above-defineddiagnosis time interval Δt_(D), the diagnostic module 79 activates areference hydraulic cylinder 22, which according to FIG. 11 is switchedback and forth constantly, i.e. intermittently, during the diagnosistime interval Δt_(D). Due to the actuation of the reference hydrauliccylinder 22 and due to a system-inherent hydraulic system leakage, anaccumulator pressure decrease Δp_(E) that corresponds to the actualvalve spread Δp_(actual) occurs during the diagnosis time intervalΔt_(D).

The accumulator pressure decrease Δp_(E), i.e. the actual valve spreadΔp_(actual), is determined using the program blocks shown in FIG. 10, asfollows: From the position sensor 93, the piston travel distances Δ_(S)are integrated in an integrator 94 during the diagnosis time intervalΔt_(D) to obtain a total travel distance s_(total). This is then used ina converter block 95 to calculate the pressure decrease Δp_(B)associated with the gear selector actuation. The pressure decreaseΔp_(B) associated with the gear selector actuation is added in asummation element to the leakage-induced pressure decrease Δp_(L), whichgives the accumulator pressure decrease Δp_(E) during the diagnosis timeinterval Δt_(D). The leakage-induced pressure decrease Δp_(L) in thereference hydraulic cylinder 22 has already been determined in previousdiagnoses.

As shown in FIG. 2a , connected upstream of the two clutch paths 30, 31is a safety valve 28 which can be controlled by the electronic controlunit 39 The safety valve 28 can be actuated between a closed positionand a flow-through position. In the closed position, the two clutchpaths 30, 31 are pressure-decoupled from the pressure accumulator 25. Inthe flow-through position, the two clutch paths 30, 31 can bepressurized by the accumulator pressure p_(S). If the control unit 39detects a malfunctioning of the clutch valve 35 in at least one of theclutch paths 30, 31, the safety valve 28 can be adjusted to its closedposition for safety reasons. During normal driving operation, the safetyvalve 28 is constantly in its flow-through position.

FIG. 12 is a simplified block diagram showing the program blocks of thediagnostic module 79 that are required for a safety valve diagnosis. Thesafety valve diagnosis can be performed independently of otherdiagnostic steps. During the safety valve diagnosis, the safety valve 28is switched from the flow-through position to the closed position at adiagnosis start time t_(start) (FIG. 13), thereby creating an actualpressure decrease Δp_(actual) downstream of the safety valve 28. Thediagnostic module 79 has an analysis unit 111 which compares this actualpressure decrease Δp_(actual) with a target pressure decreaseΔp_(target). If a significant deviation is found, a fault is diagnosedand stored in a safety fault memory 113.

The aforementioned clutch pressure sensor 34 can be used to detect theactual pressure decrease Δp_(actual).

In the following, the performance of the safety valve diagnosis will bedescribed in reference to FIGS. 12 and 13: For proper measuringaccuracy, the hydraulic pump 53 is activated to a constant speedn_(test) to ensure that there is sufficient accumulator pressure p_(S)in the high-pressure circuit H, which according to FIG. 13 moves betweenthe upper pressure threshold value p_(max) and the lower pressurethreshold value pmin. The clutch valve 35 of a reference clutch path 30or 31 is adjusted to its flow-through position prior to theaforementioned start time t_(start) by a time difference Δt, so that thepressure sensor 34 between the clutch valve 35 and the clutch hydrauliccylinder 23 can detect the actual pressure decrease Δp_(actual). Duringthe time difference Δt, rather than reading out the hydraulic pressureactually present at the clutch hydraulic cylinder 22 to the analysisunit 111 (FIG. 12), the pressure sensor 34 reads out an upper limitingpressure of the measuring range Δp_(meas).

At the diagnostic start time t_(start), the safety valve 28 is switchedfrom its flow position D to its closed position S. The resultingpressure decrease p_(actual) is detected by the pressure sensor 34 andis compared in the analysis unit 111 with the target pressure decrease.

FIG. 14 is a highly simplified block diagram showing the program blocksof the diagnostic module 79 that are required for the delivery volumeflow diagnosis. The delivery volume flow diagnosis is performed as afollow-on diagnosis immediately following the accumulator volumediagnosis (FIGS. 7 and 8), under the condition that a plausibleaccumulator volume of the pressure accumulator 25 is detected in theaccumulator volume diagnosis.

As is clear from FIG. 14, a gear selector hydraulic cylinder 22, whichis connected to the pressure sensor 25 via the gear selector 32, is usedfor the diagnosis. Upstream of the gear selector hydraulic cylinder 22is a gear selector valve 38, which can be actuated by the control unit39 to adjust the hydraulic pressure applied to the gear selectorhydraulic cylinder 22. The gear selector valve 38 can be adjustedbetween two flow-through positions D1, D2 in order to displace a piston33 in opposing piston strokes over the indicated travel distances s₁, s₂and at piston speeds {dot over (s)}₁, {dot over (s)}₂ in the hydraulicactuating cylinder 22. In FIG. 14, the piston 33 divides the hydrauliccylinder into a piston rod-side working chamber and a working chamberopposite the first, the two of which are connected via hydraulic controllines 41 to the gear selector valve 38. A gear selector G1, not shown,can be actuated by means of the piston rod 43 of the gear selectorhydraulic cylinder 22. With such a gear selector actuation, theelectronic control unit 39 controls the gear selector valve 38 in aknown manner into one of the flow-through positions D1, D2, in order tomove the piston rod. The piston stroke is connected to a hydraulic fluidwithdrawal V₁, V₂ (displacement) from the hydraulic system. Because theinternal geometry of the gear selector hydraulic cylinder 22 is known,the respective displacement volume V₁, V₂ is known. Also provided is aposition sensor 93, with which the piston speed {dot over (s)}₁, {dotover (s)}₂ in the respective piston stroke can be detected.

The volumetric flow diagnosis is described below with reference to FIGS.14 and 15. First, the hydraulic pump 53 is first deactivated within apressure reduction time interval Δt_(R) (FIG. 15), while at the sametime, the gear selector valve 38 is actuated intermittently by theelectronic control unit 39, as shown in the middle travel distance graphof FIG. 15. During the pressure reduction time interval Δt_(R), the gearselector valve 38 is actuated so as to move the gear selector hydrauliccylinder 22 back and forth until, as a result of leakage-inducedhydraulic fluid removal and as a result of actuation-induced hydraulicfluid removal (i.e., displacements V₁, V₂), the accumulator pressurep_(S)(t) is reduced to the ambient pressure p_(U). In this state, theaccumulator 25 has been completely drained. This is followed immediatelyby the start (t_(start)) of a diagnosis time interval Δt_(D). During thediagnosis time interval Δt_(D) a charging operation of the hydraulicpump 53 is carried out, in which the pump is actuated at different testspeeds n₁ and n₂. At the same time, the control valve 35 is adjustedintermittently between its flow-through positions D1, D2. This causesthe piston 33 in the gear selector hydraulic cylinder 22 to move backand forth in the gear actuator hydraulic cylinder 22 in opposing pistonstrokes over piston travel distances S₁, S₂ and at piston speeds {dotover (s)}₁, {dot over (s)}₂.

The position sensor 93 detects both the individual travel distances S₁,S₂ per piston stroke and the piston speeds {dot over (s)}₁, {dot over(s)}₂ per piston stroke. In addition, the number a (FIG. 14) of pistonstrokes during the diagnosis time interval Δt_(D) is detected. Thesedata are forwarded to the signal input of a converter block 115, inwhich an average piston speed {dot over (s)}_(average) is calculatedfrom the number a of detected piston strokes. From the average pistonspeed {dot over (s)}_(average), an actual delivery volume flowV_(actual) is calculated in the converter block 115. In an analysis unit113 which is connected in terms of signal communication downstream, theactual delivery volume flow V_(actual) is compared with a targetdelivery volume flow V_(target), factoring in the respective test speedn₁ and n₂ during the diagnosis time interval Δt_(D). If a significantdeviation is detected in the analysis unit 113, a fault is detected,which is stored in the fault memory 117.

As is clear from FIG. 16, all of the fault memories 81, 83, 87, 91, 103,109, 117 are in signal communication with an analysis unit 120, intowhich the fault signals generated in the fault memories can be read. Inthe analysis unit 120, an analysis matrix is stored, in which the faultsignals from the fault memories 81, 83, 87, 91, 103, 109, 117 aremerged.

For a comprehensive hydraulic system diagnosis, the analysis unit 120uses the analysis matrix to analyze all the fault signals incombination. Thus, in the analysis unit 120, a comparison of faultsignals with acceptable, i.e. fault-free, functional diagnoses isfinally performed, thereby enabling a qualified appraisal of thecomponents installed in the hydraulic system. This appraisal is possiblewithout dismantling the hydraulic system and without external testingequipment/measuring technology. By testing components in the installedstate (in the vehicle), a shortening of repair and maintenance times, areliable detection of defective components, a decrease in repairs thatmust be repeated, and a savings on analysis test bench capacities arepossible in this way without the effort associated with dismantling.

The invention claimed is:
 1. A hydraulic system for an automatictransmission of a motor vehicle, comprising: hydraulic cylinders of atleast one clutch, and of gear selectors, are actuated, which hydraulicsystem has a pressure accumulator for providing an accumulator pressurein the hydraulic system, wherein a gear selector valve, which isactuated by an electronic control unit, is located in at least one gearselector path extending from the pressure accumulator to thegear-selector hydraulic cylinder, and with which, the hydraulic pressureapplied to the gear-selector hydraulic cylinder is set, and having aloading hydraulic pump, which, in the charging operation, delivers ahydraulic fluid to the hydraulic system in order to increase theaccumulator pressure in the hydraulic system, wherein the pressureaccumulator has an oil chamber, which is connected to the gear-selectorpath and is pressurized by a preloaded pressure piston, and filled inthe charging operation by adjusting the pressure piston, wherein thecontrol unit has a diagnostic module, with which a memory volumediagnosis is performed, in which an evaluation unit of the diagnosismodule compares an actual memory volume of the pressure memory with areference memory volume of the pressure memory and, in case of adeviation, detects a fault which is stored in an accumulator volumefault memory, wherein, in order to detect an actual accumulator volume,the pressure accumulator is completely filled with hydraulic fluid in adiagnostic charging operation, and subsequently the pressure accumulatoris completely emptied in a diagnostic time interval by actuating areference hydraulic cylinder, until the gear selector stops moving dueto an ambient pressure reached in the hydraulic system due to removal ofa displacement volume tied to actuation of the reference hydrauliccylinder and due to removal of a leakage volume tied to leakage of thehydraulic system, wherein the evaluation unit determines the actualstorage volume from a sum of the displacement volume and the leakagevolume, and wherein the reference hydraulic cylinder includes a positionsensor which detects a travel path of the pressure piston in gearactuator operations and the diagnostic module integrates the travel pathinto a total setting path during an accumulator volume diagnosis andtherefrom calculates a hydraulic fluid removal tied to gear actuatoractuations.
 2. The hydraulic system according to claim 1, whereinpresence of the ambient pressure in the hydraulic system is detected bythe diagnostic module, if the position sensor detects that the piston inthe reference hydraulic cylinder no longer covers a travel distance inspite of a flow valve position of the gear selector valve.
 3. Thehydraulic system according to claim 1, wherein the leakage volume isdetermined based on pressure gradients detected in previous diagnosesfor a clutch path and for a reference gear selector.
 4. The hydraulicsystem according to claim 1, wherein a coupling valve, which can beactuated by the control unit, is located in at least one coupling pathextending from the pressure accumulator to a coupling hydraulic cylinderand with which, a hydraulic pressure applied to the coupling hydrauliccylinder is set, and the electronic control unit is assigned a pressuresensor, with which the hydraulic pressure applied to the couplinghydraulic cylinder is detected.
 5. The hydraulic system according toclaim 4, wherein, during the accumulator volume diagnosis, the clutchpath and the reference gear-selector path leading to the referencehydraulic cylinder are pressurized by the storage pressure prevailing inthe hydraulic system, and the hydraulic cylinders of the othergear-selector paths are decoupled from the accumulator pressure.
 6. Thehydraulic system according to claim 5, wherein detection of a leakagebehavior of the clutch path and of the reference gear-selector pathtakes place using a clutch path pressure sensor.
 7. The hydraulic systemaccording to claim 1, wherein the accumulator volume diagnosis takesplace as a follow-on diagnosis over time following a gear-selector pathdiagnosis, or wherein a storage volume diagnosis takes place only underthe condition that in the gear-selector path diagnosis, at least onegear-selector, which functions faultlessly, is identified and is used asa reference gear-selector for the accumulator volume diagnosis.